LCE Long tube header 2trfe 2.7

The ultra grey RTV engine mount mod is doing pretty damn well. Haven’t launched from first yet, but I have soft started then mashed the gas and she isn’t budging much. So far no denting just tapping on the frame there scrapping the coating off. Annoying sound when you get on it, rapid fire tapping.i did get a $3 ratchet strap and try to help lock down the driver side mount… I think that iswhat’s really saving her right now. Ghetto.. but works. It is temporary. Strapping this side down gave me an idea for securing engine mount.. the plate between the mount and engine that acts as a cover/shield of sorts im thinking of changing to a gusseted plate which tabs fan out above the frame bolts. I can ditch factory bolts to use longer grade eight bolt with a top lock nut to sandwich the stock mount tightly to frame. It will act as a dampener but not budge. I’ll play with that idea at work and conjure something up. I’ll post that up definitely. Be any easy upgrade to stock mount to essentially hard mount.

 

I did get a chance to speak with the guys at LCE. They are reviewing my findings and will get back to me soon. I hope some tube rearrangement is in order but keeping that collector flange placement. It was refreshing to have something line up nice for a change, customization really is a headache sometimes so I’ll take wins wherever I can. I look forward to hearing back from LCE. I’ll update on the matter when I do.

 

I do not recommend LCE long tube header for 3rd gens to anyone yet.
I didn’t hear back from LCE so I went ahead and contacted them. They are still in the process of looking into the issue and going over my findings with their fabricator. Not much of an update, but I do appreciate them taking the time to speak with me nevertheless.
Fingers crossed that when they do get to bottom of this, it’s some minor issue. Would be great to hear that it’s resolved and fitment problems like this will be a thing of the past. I will update here again as soon as I hear anything.

 

I got mine for 3rd gen about 2 years ago zero clearance issues and am happy with it, i know its not what you want to hear buying new pricey headers but a simple smack with a hammer to dent the tube slightly will have no effect on performance i see you have a small one but a big dent wont have any downsides. I would do it on some LS v8 swaps back in the day, even with back to back dyno runs to show any changes. Again not what you should have to do to a new header if you heard any sound difference it was not from denting it. Engine masters did a test on this years ago . Its nice that we have some companies still supporting the ol 2tr but quality has gone down and the price has gone up, i mean it matches everything else in my day to day life. Nice dyno graph with the blower how do you like it ive heard mixed reviews

 

Nice! Good to hear yours fit up well from 2years ago. I would be curious to see your header and take measurements like I did these two for comparison. You might have the desired lost template for a good fitting header. As for denting the header and not affecting the exhaust sound, I disagree with you. The first set of headers I got from LCE before it contacted the truck frame had a crisp sound. After contacting the frame and denting the tube, it chopped up the crisp note and also cause misfires at around 3500 sustained rpm. The second header I installed from LCE had no dents obviously, brand new, the exhaust note is crisp and I do not any misfires at any rpm range. I can’t speak to the power numbers not being affected with the dent. The choppy exhaust note and misfire around 3500 rpm is what I experienced.

As for the blower (URDs kit) I do love it. Out of the box it more than doubled power (stage two). My inexperience at the time wasn’t good though, I wasn’t monitoring AFRs didn’t even have the software to connect to the piggy back ECU and I cracked number 2 piston ring gland. That was about a year ago. Since then I rebuilt the engine using LCE’s hyper pistons (compression drop 10.1 to 9.4), “street” valves and springs, balance shaft delete, head studs and main studs. I picked up a laptop solely for tuning and got the Map3ecu software and starting tuning (limited tuning, timing and minor fuel adjustments) and I monitor AFR and boost constantly. The power no is up from my first dyno session, and I drive the crap out this truck. I have 15k on the supercharger as of yet.

In short, l love the supercharger.. buuuut have software handy and tune for your climate before beating on it. And monitor AFRs.. definitely monitor AFRs

 

So, it’s been three weeks. I reached out again to them a couple weeks ago, and there was no update on findings, only that they were speaking with the header fab guy and showing him what I found.
Im giving them the benefit of the doubt and I believe they are looking into this, fixing the inconsistencies, fitment issues and **enlarging the collector flange to 2.5”** (last one is a wish.. It’s only 2.25” currently)
I was amazed at how different the two headers were and so was LCE when they saw my pictures and measurements from this post.
I look foward to hearing from them and seeing how they stand behind their product.
I will continue to reach out to them about this, I’ll post whatever I find or hear about from them.

 

What do you think of the URD blower you have on there?
How many miles have you gotten out of it?
Have you had any issues with it?

 

What’s up man.
The URD kit is great. Putting that kit on really changed everything for the better. It made up for the 5spd manual trucks lack of gearing (3.91 gearing vs 4.30 in auto transmission). This kit would really rip with an automatic. Lower gear ratio and six speed while staying in boost.. that would pull hard.
I have over 20k miles on the kit. Just did the first oil change to the charger and swapped out the reservoir for Rotrex updated one with sight glass. I can ensure oil flow and quality.
Only issue I’ve found is the hose between valve cover and blower intake can suck up some oil and the hose is not oil rated. The hose softens up over time, I deleted that one and vented valve cover to atmosphere and gutted pcv valve and ran to catch can vented to atmosphere as well. In hindsight, a nice catch can that can take both pcv and vent on top of valve cover to intake side of charger has potential.
Other than the lack of catch can, all other issues have been my fault. Pushing the limits, not following URD recommendations, and lack of knowledge.. yeah.. definitely a learning curve.
If said too much, my bad. like talking about my truck.
Are you contemplating a power adder for your truck?

 

Thanks for the info. My differential ratio is actually 3.91 with a 6 speed auto, not the 4.30.
I have had a few folks suggest re-gearing it but I would just as soon give it the power or even tune that it would need to better utilize the gearing it already has.
I have also been considering whatever LCE Performance may come up with as they are supposedly real close to coming out with a blower for the 2tr-fe also.
Do you have to run premium with that URD or can you run whatever?
I generally run regular without alcohol.
So would you say that the issues I read about in posts on this site with these urd blowers have been mitigated?
Thanks again for the info.

 

Really? I didn’t know that. I thought for sure that the auto trans had 4.30 rear. I had in my head that the manual trans was 3.91 to keep MPG same as auto and keep top speed near same. Mmm, I’ll look into that one a bit more.
I haven’t even looked up URD issues on here. I got my kit nearly 3years ago now. Oh, there was an issue with MAP3ecu support for awhile, but they have been back up for over a year now.
I follow LCE as well, love those guys. I did see LCE blower kit.. buuut.. their alleged performance numbers are a bit down from URD. The Rotrex supercharger is only getting better and better and really really is efficient. LCE stand alone engine management that may be coming with the blower kit though… would definitely be worthwhile. As my next step is to go stand alone ECU and make everything much much better on my same platform.

And 91 octane or better preferred. I have only access to 91 out here, and with some timing adjustments to the MAPecu I have made it safe under boost. URD says if have to run lower grade fuel, not to run hard and keep boost down.
You’re welcome and thank you man. Keep me posted. I’d love to hear what direction you go and whatever you find.

 

On a tuning question that I asked in another thread but have as of yet to get a reply, I pasted below. Basically I have only come across two companies doing tunes for these 2.7L Tacoma's and just wondering if there is an obvious difference between OTT, Overland Tailor Tuning.

one last question.....anyone have an opinion on Tidewater Customs, LLC, for tuning purposes?
Thanks for the adice

 

He has 4.30s unless the truck was wrecked or something odd all auto 2.7's came 4.30s out of the box still way undergeared.

 

This is where I got the 3:91 number. Apparently it is not correct. OR possibly these are V6 numbers???